WO1994007743A1 - Broche de verrouillage articulee a deblocage et blocage automatiques pour train d'atterrissage - Google Patents

Broche de verrouillage articulee a deblocage et blocage automatiques pour train d'atterrissage Download PDF

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Publication number
WO1994007743A1
WO1994007743A1 PCT/US1993/009048 US9309048W WO9407743A1 WO 1994007743 A1 WO1994007743 A1 WO 1994007743A1 US 9309048 W US9309048 W US 9309048W WO 9407743 A1 WO9407743 A1 WO 9407743A1
Authority
WO
WIPO (PCT)
Prior art keywords
locking pin
assembly
bushing
handle
force
Prior art date
Application number
PCT/US1993/009048
Other languages
English (en)
Inventor
Berardino Del Monte
Original Assignee
United Technologies Corporation
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by United Technologies Corporation filed Critical United Technologies Corporation
Priority to JP6509172A priority Critical patent/JPH08502004A/ja
Priority to KR1019950701210A priority patent/KR100296808B1/ko
Priority to EP93922350A priority patent/EP0662906B1/fr
Priority to DE69308866T priority patent/DE69308866T2/de
Priority to AU51376/93A priority patent/AU679007B2/en
Publication of WO1994007743A1 publication Critical patent/WO1994007743A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C25/00—Alighting gear
    • B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface 
    • B64C25/50—Steerable undercarriages; Shimmy-damping

Definitions

  • the Present invention relates to aircraft landing gear, and more particularly to a releasable locking pin for aircraft landing gear having an engaged position which prevents rotation of a landing gear rotating portion and having a released position which permits rotation of the landing gear rotating portion.
  • the landing gear may comprise wheel assemblies to facilitate ground taxiing of the aircraft.
  • One common wheel arrangement utilized for helicopter landing gear is a tripod arrangement having a main landing gear forward or aft the the aircraft center of gravity and a corresponding secondary landing gear (tail landing gear or nose landing gear) at the tail or nose of the aircraft, respectively.
  • the main landing gear comprises two wheel assemblies on either side of the aircraft, each having an independently operable braking system, e.g., disk brakes.
  • the secondary landing ear is mounted in a caster type arrangement such that the center axis of the wheel is offset from the center axis of the landing gear. This caster arrangement allows the wheel to rotate for easily moving the aircraft in any direction.
  • the secondary landing gear is also provided with a locking mechanism (shear pin) which may be manually operable or remotely operable by means of an electronic or mechanical actuator for repositioning the shear pin between a locked and unlocked position.
  • the locking mechanism is typically maintained in the locked position with the landing gear in a fixed position orientated for aircraft forward movement. This facilitates certain ground taxiing, takeoff and landing maneuvers because side movement of the aircraft is prevented. Additionally, if the aircraft is moving rapidly, locking the wheel in the forward position helps prevent the aircraft from going into a spin if the main landing gear brakes are applied unevenly. If the secondary landing gear is retractable, the locking mechanism also holds the landing gear in the proper position for retraction.
  • retractable landing gear is typically provided with a mechanism to properly orient the rotating portion of the landing gear prior to retraction if the locking mechanism is not engaged.
  • Helicopter landing gear is typically provided with energy absorbing devices, such as shock struts, to absorb the vertical impact which the landing gear normally encounters in making a landing.
  • energy absorbing devices are generally adequate to absorb the vertical loading on the landing gear when landing on surfaces specifically designed for aircraft landings, e.g., an aircraft landing field, helicopter pad, etc.
  • caster type landing gear may encounter conditions of excessive side loading, which could occur for example when the landing gear encounters some obstruction on the landing surface, e-g- » a rut, large rock, tree limb, etc. Since the shock strut is not designed to absorb the ⁇ arge side loading, the landing gear may be stressed beyond its design limits so that it and possibly other components of the aircraft would be damaged.
  • the above-mentioned shear pins are utilized in tail and nose landing gear mechanisms. The shear pins are designed to fail under conditions of excessive side loading to prevent overstressing of certain components of the aircraft and diminish the impact which is ultimately transmitted to the aircraft.
  • the lower portion of the landing gear Upon failure of the shear pin, the lower portion of the landing gear is allowed to turn freely about the axis of the shock strut, thereby permitting the wheel to become oriented such that the landing gear is no longer subject to excessive side loading.
  • the ability of the shear pin to fail during landing results in the need for frequent replacement of the pins, thereby making the aircraft unavailable during the repair period.
  • Objects of the invention include provision of an improved aircraft landing gear having a releasable locking pin which automatica 1 y repositions from an engaged position, wherein a tating portion of the landing gear is prevented from rotating, to a released position, wherein the rotating portion is free to rotate, in response to excessive side loading on the landing gear.
  • an aircraft landing gear locking pin comprises a spring loaded actuator linkage which urges a lock pin assembly in contact with a bushing wherein the locking pin is in an engaged position for holding a rotating portion of the landing gear in fixed relationship to a non-rotating portion of the landing gear.
  • the locking pin In response to a side (lateral) loading on the landing gear in excess of a predetermined threshold loading, the locking pin is automatically released wherein the lock pin assembly is expelled from the bushing and the rotating portion is free to rotate.
  • the threshold loading is determined as a function of the spring force applied to the lock pin assembly via the actuator linkage. The locking pin automatically reengages when the lock pin assembly is aligned with the bushing.
  • a roller is mounted on the end of the lock pin assembly for engagement with the bushing when the locking pin is in the engaged position.
  • a wear ring is provided on the rotating portion, and the roller rides on the wear ring when the locking pin is in the released position. The roller prevent excessive wear of the lock pin assembly and minimizes wear of the bushing and wear ring in response to automatic release of the locking pin during excessive landing gear side loading.
  • the actuator linkage is manually operable for locking the locking pin in the released position. Additionally, the actuator linkage is remotely operable for repositioning the locking pin between the engaged and released positions. When the locking pin is manually or remotely placed in the released position, the roller does not contact the wear ring during rotation of the rotating portion.
  • the present invention represents a significant improvement over the prior art because the locking pin is automatically repositioned to the released position in response to excessive landing gear side loading.
  • the locking pin of the present invention does not use the shear pin of the prior art and therefore avoids the aircraft down time that is required for shear pin replacement after failure.
  • the elimination of shear pin replacement also translates into a savings in both material and labor costs.
  • Fig. 1 is a perspective view, partially broken away, of a retractable landing gear having a locking pin of the present invention, and showing the locking pin in an engaged position;
  • Fig. 2 is an enlargement of the locking pin of
  • Fig. 5 is an enlargement of the locking pin of Fig. 1, partially broken away, showing the locking pin in a released position in response to manual actuation of an actuator handle assembly;
  • Fig. 6 is a perspective view, partially broken away, of the locking pin of Fig. 5 showing the roller riding on a wear ring
  • Fig. 7 is a perspective view, partially broken away, of a piston assembly of the locking pin of Fig. 5 showing a spring being compressed within the piston;
  • Fig. 8 is an enlargement of the locking pin of Fig. 1, partially broken away, showing the locking pin in a released position in response to remote actuation;
  • Fig. 9 is a side view of the locking pin in the engaged position showing the side force (Fs) , pin force (Fp) and friction force (Ff) vectors;
  • Fig. 10a is a side view of the locking pin actuating linkage in the engaged position;
  • Fig. 10b is a side view of the locking pin actuating linkage in the released position, the engaged position being shown in phantom. Best Mode for Carrying Out the Invention
  • the locking pin of the present invention is particularly well suited for automatically repositioning from an engaged position, wherein a rotating portion of an aircraft landing gear is prevented from rotating, to a released position, wherein the rotating portion is free to rotate, in response to excessive side (lateral) loading on the landing gear.
  • a retractable landing gear 10 having a locking pin 12 of the present invention.
  • the locking pin is shown in an engaged position such that a rotating lower portion 15 of the landing gear is held in fixed relation to an upper portion 18 of the landing gear.
  • Fig. 2 is an enlarged view of the locking pin of
  • Fig. 1 Referring to Figs. 2 and 3, the locking pin 12 is mounted to the upper portion 18 of the landing gear.
  • a roller 19 (Fig. 3) mounted on an end of a lock pin assembly 20 (Fig. 3) is engaged with a bushing 22 on the lower portion 15 of the landing gear such that the lower portion is held in fixed relation to the upper portion.
  • the lower portion is also provided with a wear ring 25 for engagement with the roller 20 when the locking pin is in the released position, as will be described in greater detail here ⁇ inafter with respect to Figs. 5 and 6.
  • the roller acts an an anti-friction device to minimize wear on the bushing and wear ring during contact with the roller.
  • the lock pin assembly 20 is mounted for slideable movement within a collar 27.
  • the collar is attached to the upper portion 18 of the landing gear and limits the movement of the lock pin assembly to an axis parallel to the upper portion 18 and perpendicular to the plane of the wear ring 25 and the bushing 22.
  • An end link 30 is mounted on an end of the lock pin assembly 20 opposite the roller 19.
  • the end link is interconnected to an actuator handle assembly 32 via an idler link 34.
  • the idler link is mounted for pivotal movement with respect to the end link 30 about the axis of a pin 37.
  • the idler link 34 is mounted for pivotal movement with respect to the actuator handle assembly 32 about the axis of a pin 40.
  • the actuator handle assembly 32 is mounted for pivotal movement about the axis of a pivot pin 45 which is supported by a support bracket assembly 48.
  • the support bracket assembly comprises a pair of lugs 50, 51 which are machined as part of the upper portion 18 of the landing gear.
  • a first support bracket 54 is mounted to one of the lugs 51 for supporting a locking pin position indicator 55, the function of which will be described in greater detail hereinafter with respect to Fig. 5.
  • the lug 51 which provides a mounting for the first support bracket also supports the actuator handle assembly 32 for pivotal movement about the pivot pin 45.
  • a second support bracket 57 is mounted between the other lug 50 and the end of the first support bracket 54 opposing the pivot pin 45.
  • the support bracket assembly 48 is therefore mounted in fixed relation to the upper portion 18 of the landing gear.
  • the primary function of the support bracket 48 is to mount and support a roller 58. The roller is used for contacting a cam to drive the landing gear bay doors shut upon retraction of the landing gear.
  • the bracket assembly 48 is shown partially broken away to thereby provide a more detailed view of the actuator handle assembly 32.
  • the locking pin is shown in the released position in Fig. 5.
  • the handle assembly 32 is mounted for pivotal movement about the axis of a pivot pin 45.
  • the actuator handle assembly 32 is interconnected to the idler link 34 via a pivot pin 40.
  • the actuator handle assembly 32 is also interconnected to a spring loaded piston assembly 60 via a pivot pin 62.
  • the piston assembly 60 applies a downward force on the actuator handle assembly 32 at the location of pivot pin 62. This force is translated to the lock pin assembly via the idler link 34.
  • the amount of force on t 3 lock pin assembly is determined by the spring force of the piston assembly 60 and the mechanical advantage provided by the actuator handle assembly 32 and idler link 34, as will be described in greater detail hereinafter.
  • the piston assembly 60 comprises a housing 65 mounted for slideable movement along the axis of a piston 67.
  • a spring 68 is positioned between the housing and the piston and applies a force on the housing with respect to the piston.
  • the spring is loaded into the housing 65 and is compressed by the piston 67.
  • An end cap 69 holds the piston in the housing 65.
  • the spring force on the housing is in turn applied to the actuator handle assembly via the pivot pin 62.
  • the housing 65 is fully extended with respect to the piston 67.
  • the spring 68 is compressed, and the housing 65 slides along the axis of the piston 67 (Figs. 5 and 7).
  • the position of the locking pin is indicated by a position indicator 55.
  • the position indicator comprises a switch which is actuated by a spring loaded actuator (switch plunger) 70.
  • the position indicator 55 is mounted to the handle pivot support bracket 54, and the switch plunger 70 extends through an aperture 71 formed in the first support bracket 54.
  • a contacting surface 72 on the actuator handle assembly 32 contacts the switch plunger 70, and the position indicator indicates that the locking pin is in the engaged position.
  • the actuator handle assembly 32 pivots about pivot pin 45 such that the contacting surface 72 no longer contacts the switch plunger 70, and the position indicator indicates that the locking pin is in the released position.
  • a ring handle 75 mounted for pivotal movement about the axis of pivot pin 77, is attached to the actuator handle assembly 32.
  • the ring handle 75 is operable to manually actuate the locking pin between the engaged and released positions.
  • the ring handle is shown in its normal position when the locking pin is in the engaged position.
  • a spring 80 mounted on the pivot pin 77 applies a force on the ring handle to hold it in a position generally parallel to an axis defined by the pivot pins 77 and 40.
  • an operator may apply force to the ring handle 75 to cause the actuator handle assembly to pivot about the pivot pin 45, thereby causing the locking pin to release.
  • the locking pin can be held in the released position by engagement of a ring handle locking member 82 with the sides of an aperture 85 formed in the second support bracket 57.
  • the lock pin assembly is retracted far enougn within the collar such that the roller 19 does not contact the wear ring during rotation of the landing gear lower portion 15 with respect to the upper portion 18.
  • the roller 19 engages the wear ring 25, and the locking pin thereafter assumes the engaged position when the lower portion of the landing gear rotates such that the lock pin assembly 20 is aligned with the bushing 22 (Fig. 3) .
  • the locking pin may also be remotely actuated between the engaged and released positions.
  • the piston assembly 60 piston 67 is interconnected to a shaft 87 of a gear drive mechanism 90.
  • the gear drive mechanism 90 is controlled from a remote location on the aircraft such as a pilot actuatable switch in the cockpit.
  • the remote actuator When the remote actuator is in the engaged position, the shaft 87 is fully extended from the gear drive mechanism 90 as shown in Figs. 2 and 5.
  • the locking pin may be released manually using the ring handle 75, or released automatically in response to excessive side loading as will be described hereinafter.
  • the gear drive mechanism 90 operates to to retract the shaft 87 as shown in Fig. 8.
  • the piston assembly 60 When the shaft is retracted, the piston assembly 60 is also retracted and an upward force is applied to the actuator handle assembly 32 at the pin 62. This causes the actuator handle assembly to pivot about the pivot pin 45, thereby applying an upward force on the lock pin assembly 20 via idler link 34, and releasing the locking pin.
  • the lock pin assembly 20 When the locking pin is held in the released position by the gear drive mechanism 90, the lock pin assembly 20 is retracted far enough within the collar 27 such that the roller 19 does not contact the wear ring 25 during rotation of the landing gear lower portion 15 with respect to the upper portion 18.
  • the gear drive mechanism is no longer in the release position, and the shaft 87 and piston assembly 60 are repositioned to apply a downward force on the actuator handle assembly 32, and the roller 19 engages the wear ring 25 (Fig. 6) .
  • the locking pin thereafter assumes the engaged position when the lower portion of the landing gear 15 rotates such that the lock pin assembly 20 is aligned with the bushing 22 (fig. 3) .
  • the locking pin automatically repositions from the engaged position to the released position in response to side (lateral) loading on the landing gear lower portion in excess of a threshold loading.
  • the magnitude of the threshold loading is determined by the piston assembly spring force; the mechanical advantage provided by the actuator handle assembly, idler link and lock pin assembly end link; and the angle of the bushing surface (a) which contacts the roller.
  • the bushing surface angle ( ) is measured with respect to the horizontal surface through which the side forces act on the landing gear rotating portion.
  • a side load (S) (Fig. 1) is applied to the landing gear wheel
  • a portion of that side load (Fs) is applied to the lock pin assembly.
  • the side load on the lock pin assembly is determined by multiplying the landing gear side load by the ratio of the distance between the landing gear wheel
  • equation 3 Given that the friction force is equal to the side force times the coefficient of friction ( ⁇ ) , equation 2 can be rewritten as equation 3 below:
  • the pin force provided by the spring via the actuator handle assembly is determined by multiplying the spring force (Fk) times the ratio of the distance between the center of the spring pivot and the center of the actuator handle assembly pivot (Dkh) to the distance between the center of the idler link upper pivot and the center of the actuator handle assembly pivot (Dph) .
  • the required threshold spring force (Fk th ) necessary to provide the required threshold pin force (Fp th ) is therefore given by equation 5 below: Fk th " Fp th * ( D P h /Dkh) ( eq . 5 )
  • Dkh 1 is the distance between the center of the spring pivot and the center of the actuator handle assembly pivot in the released position
  • Dph 1 is the distance between the center of the idler link upper pivot and the center of the actuator handle assembly pivot in the release position
  • ⁇ is the angle of the idler link 34 with respect to vertical.
  • the wear ring will be subject to the force of the lock pin assembly roller during automatic release of the locking pin, it should be made of a suitably strong and wear resistant material, such as aluminum-bronze.
  • a suitably strong and wear resistant material such as aluminum-bronze.
  • the invention is illustrated with a lock pin assembly having a roller for engagement with the bushing and wear ring, the invention will work equally as well with other suitable end fittings which minimize the friction between the lock pin assembly and bearing or wear ring, such as a press fit bearing.
  • the invention is illustrated with a gear drive type remote actuator for remote operation of the locking pin; however, the invention will work equally well with any suitable actuator such as a solenoid operated actuator, pneumatic or hydraulic actuator, etc.
  • the invention is illustrated as using a piston assembly for applying a spring force to the lock pin assembly via the handle assembly; however, any suitable device for applying a resilient or elastic type force to the actuator handle may be used without departing from the spirit and scope of the present invention.
  • the spring applying the force to the actuator handle is under compression; however, as would be obvious to those skilled in the art, a spring could be oriented with respect to the handle to apply the appropriate force in response to the spring being stretched.
  • the lock pin assembly of the present invention provides the unique advantage of automatically releasing in response to excessive side loading, and does not require the manual or remote actuation described herein to provide that automatic release. Depending on the intended use of the aircraft, it may be desirable to provide the locking pin with only automatic release, or automatic release in combination with either manual or remote actuation capabilities.
  • the lock pin assembly is shown mounted to the upper portion of the aircraft landing gear for engagement with a bushing or wear ring mounted to the lower rotating portion; however, it will be obvious to those skilled in the art that the invention will work equally as well with the locking pin mounted on the landing gear lower portion and the wear ring and bushing mounted to the upper portion.
  • the support bracket assembly provides a mounting location for the position indicator, and an aperture for engagement with the ring handle locking member for manually locking the locking pin in the released position.
  • the primary function of the support bracket assembly is to support th- ⁇ landing gear door mechanism roller 58, and in the event that the locking pin of the present invention is not used with a retractable landing gear, the support bracket assembly is not necessary to practice the present invention. In such a case, other suitable means may be employed to support the position indicator and to provide a location for engagement of the ring handle locking member.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Control Devices (AREA)
  • Transmission Devices (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
  • Mechanical Operated Clutches (AREA)
  • Snaps, Bayonet Connections, Set Pins, And Snap Rings (AREA)
  • Braking Arrangements (AREA)
  • Elevator Door Apparatuses (AREA)
  • Chairs For Special Purposes, Such As Reclining Chairs (AREA)

Abstract

Broche de verrouillage (12) d'un train d'atterrissage se repositionnant automatiquement depuis une position bloquée, dans laquelle une partie rotative (15) du train d'atterrissage ne peut pas tourner, à une position débloquée, dans laquelle ladite partie rotative peut tourner, en réaction à une charge latérale excessive s'exerçant sur le train d'atterissage. La broche de verrouillage comprend un organe de commande (32, 34, 60) actionné par ressort poussant un galet (19) d'un ensemble à cliquet (20) en contact avec un coussinet (22). En réaction à une charge latérale s'exerçant sur le train d'atterrissage et dépassant une charge prédéterminée, la broche de verrouillage se libère automatiquement et le galet est expulsé du coussinet. Le seuil de la charge est déterminé en fonction de la force de ressort appliquée à l'ensemble broche à ergot par l'intermédiaire de la liaison de l'organe de commande. La broche de verrouillage se remet automatiquement en position bloquée quand l'ensemble broche à ergot s'aligne sur le coussinet.
PCT/US1993/009048 1992-09-30 1993-09-24 Broche de verrouillage articulee a deblocage et blocage automatiques pour train d'atterrissage WO1994007743A1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
JP6509172A JPH08502004A (ja) 1992-09-30 1993-09-24 自動解放および再係合機能付航空機降着装置回転係止ピン
KR1019950701210A KR100296808B1 (ko) 1992-09-30 1993-09-24 항공기랜딩기어용로킹핀
EP93922350A EP0662906B1 (fr) 1992-09-30 1993-09-24 Broche de verrouillage articulee a deblocage et blocage automatiques pour train d'atterrissage
DE69308866T DE69308866T2 (de) 1992-09-30 1993-09-24 Verriegelungsstift eines flugzeugschwenkfahrwerks mit einer automatischen vorrichtung zum aus- und wiedereinklinken
AU51376/93A AU679007B2 (en) 1992-09-30 1993-09-24 Aircraft landing gear swivel locking pin having automatic release and reengage

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US07/954,135 US5333816A (en) 1992-09-30 1992-09-30 Aircraft landing gear swivel locking pin having automatic release and reengage
US07/954,135 1992-09-30

Publications (1)

Publication Number Publication Date
WO1994007743A1 true WO1994007743A1 (fr) 1994-04-14

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PCT/US1993/009048 WO1994007743A1 (fr) 1992-09-30 1993-09-24 Broche de verrouillage articulee a deblocage et blocage automatiques pour train d'atterrissage

Country Status (10)

Country Link
US (1) US5333816A (fr)
EP (1) EP0662906B1 (fr)
JP (1) JPH08502004A (fr)
KR (1) KR100296808B1 (fr)
AU (1) AU679007B2 (fr)
CA (1) CA2142196A1 (fr)
DE (1) DE69308866T2 (fr)
ES (1) ES2099979T3 (fr)
IL (1) IL107162A (fr)
WO (1) WO1994007743A1 (fr)

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WO2007132111A1 (fr) * 2006-05-17 2007-11-22 Airbus Dispositif de verrouillage d'un élément mobile d'un aéronef
EP3095692A1 (fr) * 2015-05-19 2016-11-23 Liebherr-Aerospace Lindenberg GmbH Dispositif de verrouillage d'un train d'atterrissage
US9764826B2 (en) 2012-11-27 2017-09-19 Safran Landing Systems Uk Ltd Landing gear assembly and methods
US9884679B2 (en) 2015-07-08 2018-02-06 Airbus Operations Limited Aircraft steering system controller
EP3584158A1 (fr) * 2013-09-10 2019-12-25 Safran Landing Systems UK Limited Train d'atterrissage d'aéronef avec ensemble de verrou

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FR2795042B1 (fr) * 1999-06-15 2001-10-12 Aerospatiale Airbus Avion comportant un train d'atterrissage a detachement controle en cas d'accident
US6641085B1 (en) * 2002-10-04 2003-11-04 Triumph Brands, Inc. Self-centering steering module
US6704634B1 (en) * 2002-11-06 2004-03-09 The Boeing Company Gear retract braking system and method
US7252266B2 (en) * 2004-06-03 2007-08-07 The Boeing Company Landing assist apparatus eccentric bushing
EP1958873B1 (fr) 2004-06-18 2011-03-30 Goodrich Corporation Train d'attérrissage doté d'un système d'orientation à blocage
GB0416740D0 (en) * 2004-07-27 2004-09-01 Messier Dowty Ltd Aircraft landing gear
US20070164151A1 (en) * 2006-01-13 2007-07-19 Luce William E Aircraft shock strut and improved bearings therefor
DE602007011406D1 (de) * 2006-01-13 2011-02-03 Goodrich Corp Flugzeug-federbein mit verbessertem zylinder und verbesserten lagerungen
US20090101754A1 (en) * 2007-10-18 2009-04-23 O'connell Charles Aircraft nose gear control apparatus
US8123161B1 (en) 2008-06-03 2012-02-28 Hamilton Sundstrand Corporation Aircraft landing gear unlock actuator
GB2480623A (en) * 2010-05-25 2011-11-30 Messier Dowty Ltd Steerable landing gear with locking mechanism
EP2630036B1 (fr) * 2010-10-18 2018-03-28 Honda Patents & Technologies North America, LLC Ensemble à libération rapide d'un train d'atterrissage d'aéronef
US9169003B2 (en) * 2013-07-19 2015-10-27 Icon Aircraft, Inc. Self-orienting aircraft landing gear
EP3042849B1 (fr) * 2015-01-12 2018-06-13 Safran Landing Systems UK Limited Élément d'arrêt d'ensemble de train d'atterrissage d'aéronef
US9841048B2 (en) 2015-03-05 2017-12-12 Roller Bearing Company Of America, Inc. Rotation rod assembly with self lubricating liner or grooved bushings
EP3135581B1 (fr) * 2015-08-25 2018-03-21 Safran Landing Systems UK Limited Ensemble de train d'atterrissage d'avion
US10414510B2 (en) * 2016-12-30 2019-09-17 Safran Landing Systems Canada Inc. Landing gear with threadless cardan joint
US10479487B2 (en) * 2017-01-18 2019-11-19 Goodrich Corporation Landing gear folding brace with locking actuator
FR3080880B1 (fr) * 2018-05-04 2020-09-04 Safran Landing Systems Dispositif de verrouillage a verrou rotatif a commande impulsionnelle
US11427311B1 (en) * 2019-08-15 2022-08-30 Meta Platforms, Inc. Castering wheel landing system for unmanned aerial vehicles
CN111114782B (zh) * 2019-12-29 2022-03-22 宏光空降装备有限公司 一种安装在侧壁的系留、自动释放锁

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Publication number Priority date Publication date Assignee Title
WO2007132111A1 (fr) * 2006-05-17 2007-11-22 Airbus Dispositif de verrouillage d'un élément mobile d'un aéronef
FR2901242A1 (fr) * 2006-05-17 2007-11-23 Airbus Sas Dispositif de verrouillage d'un element mobile d'un aeronef
US8390479B2 (en) 2006-05-17 2013-03-05 Airbus Device for locking a movable component of an aircraft
US9764826B2 (en) 2012-11-27 2017-09-19 Safran Landing Systems Uk Ltd Landing gear assembly and methods
EP3584158A1 (fr) * 2013-09-10 2019-12-25 Safran Landing Systems UK Limited Train d'atterrissage d'aéronef avec ensemble de verrou
EP3095692A1 (fr) * 2015-05-19 2016-11-23 Liebherr-Aerospace Lindenberg GmbH Dispositif de verrouillage d'un train d'atterrissage
US9884679B2 (en) 2015-07-08 2018-02-06 Airbus Operations Limited Aircraft steering system controller

Also Published As

Publication number Publication date
AU679007B2 (en) 1997-06-19
DE69308866T2 (de) 1997-10-16
DE69308866D1 (de) 1997-04-17
JPH08502004A (ja) 1996-03-05
IL107162A0 (en) 1994-07-31
KR100296808B1 (ko) 2002-10-18
EP0662906A1 (fr) 1995-07-19
CA2142196A1 (fr) 1994-04-14
KR950703462A (ko) 1995-09-20
AU5137693A (en) 1994-04-26
IL107162A (en) 1997-07-13
EP0662906B1 (fr) 1997-03-12
US5333816A (en) 1994-08-02
ES2099979T3 (es) 1997-06-01

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